Internal-combustion engine.



J. R. ROGERS INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR. 31.15111. RENEWED JULY 6, 1914. R V 1 1 2 (,8 1 (3,

Patented Feb. 9, 1915.

4 SHEETSSHEET 1.

f INVENTOR. J 11 WNW/WE WIT NESSES aw r J. R. ROGERS INTERNAL COMBUSTION ENGINE.

APPLICATION FILED mm 31. 1911, RENEWED JULY 6, 1914. 1,127,810;

4 SHEETS-SHEET 2-.

a I I a Patented Feb. 9, 1915.

' vmm vllllll/ /l/lll/l/ll/l/L/f v m /A l K llllilim W 1 r 1 h a J. R. ROGERS IB TTERNAL OOMBUSTIQN ENGINE, APPLICATTUN FILED MAR. El. 1911 \RENEWED JUL! 6, 1914. w i 1 2 {,8 l U,

Patented Feb. 9, 1915.

4 SHEBTS-fiHEETS f INVENTOR.

1n 7 $4 g PWMZ/j/IT "ORA/5Y5 J. R. ROGERS INTERNAL GOMBU$TION ENGINE.

APPLICATION FILED MAR. 31, 1911. RENEWEDJULY 6, 1-913. l lgfiglfl Patented Feb. 9, 1915.

4 SHEET$-SHEET 4.

o ,iment. .Fig.;4 is a transverse sectional view STATES PATENT OFFICE- JOHN a. means, or BROOKLYN, new rom:

' m'rnnNAL-ooMBusrIon nnsmn.

Specification of Letters Patent.

Appltcation flled March':31, 1911, Seria1 No. 618,185. Renewed July 6, 1914. Serial No. 849,245.

4T0 all'whome'tmai concern; Be it known that-K503 R. Rocnns, a, citizen ofrthe United Statewiresiding in the borough otBrookl 'n,-county-of Kings, and State of New. Yo'r ,"have invented certain newiaiid useful Improvements'in' Internet Combustion Engines, of: which thefollow in is a specificationi invent on relates to internal combusm ion engines "and'the object isto provide an en ire of the two ole ortwo' phase type g y suita'blewater chambers E,

{which-shall be simple in construction and which shall provide .a more certainmeans of obtaining a regularaand eflicient' action of the engine with few -parts than hereto-* 1 fore. LOne means of obtaining this object is [secured bycertain scavenging of the burnt :.-.fr'om the'following description taken in congases by air previous tp the introduction of y the explosive chargeand consists in certain arrangements and relationships of the-parts .'-to accomplish this -'object in very'sim 1e form and with exceedingly slight liability of disarrangement, as will be hereinafter described. a :r :Other objecgsfnnd advantages will appear F nection with the accompanying drawingswhich illustrate one means of carrying out" my invention. V

- I have shown'my invention as applied in a form adapted for. use especially in con- "--nection with an automohilabr a motor-boat, butiit can be applied to' other purposes with;-

out change of the principle involved.

In the drawings, Figure 1 is a vertical sectional view. throughthe center of the cylinden'find crank case of an engine con structed accor g to my invention, showing the relationslilpfilbf the partswhen' the explosive charge is compressedand ready to be exploded. .xFig. 2 is a view isimilar to Fig. 1,

' showing the mi'stons near the lower end of their movement, the lefthand piston having reached the point of its extreme downward i at movement and the righthand piston- -ap-. *proachingthta end oflits movement. Fig. 3'

IS a view'similar to Fig. 1, showing the lefthand piston beginning its return movement and the righthand piston having reached the point of its extreme downward move- .lar .parts throughout'the' several views: 4 .1

'culatin'g system oithe cylin A A indicate twin cylinders formed of a single 'castlng, thecylinders loeingv separated from each otheriby a wall Band havinga' common explosion chamber 0 at the upBer end of the "cylinders;

represents a crankcase on-which the cylinders A, A are supported land to which" they are fastened-b such as .bolts D, D. f T

any "suitable means, ,he cylinder casting all of "said water chambers comprising a singlewater circulating systempthe water inlet pipe beable means, such as 'bolts F",

E is .a channelconnecting the water cirer casting with the water chamber 13 in ,coveriF, thefwater The cylinders "A, A areofiset with. relation to thecrank-shaft Gin order to obtain'a differential-motion of the istons Pistons H, .H are of the ouble- H, H. sized or: two bore type and are connected by means of suitableoross-heads with connectingmods I, I -Connecting rod .I' -may be cast integral with arm I tofwhich connecting-rod I is pivoted b pinia v Arm I is mounted on pin I turn mounted 'on crank-shaft G. -Wall B i s slotted at the bottom as at B in-order to provide room .for

the movement of the connecting-rods I, I

and 'K' indicate the-air compression chamberand gas compression'chamber respectively, said chambersbeing formed between the walls of the cylinder casting, the pistons H, H, and castings K? and K respectively, the air chamber K and the gas chamber K being separated from each other by well Castings K and 'K form bearings for the smallersized bores -H? and H ofrpistons Hand Hf respectively.

Patented Feb. 9.1915.

The passage of air to the airlchamber' K is 'controlledby a suitable check valve Lf in air pipe L and the passageiof gas into -the ga's'chamber K'is controlled by; a suita ble check valve. L in gas pipe;L ""leading from g 'the-fcarbureter" '(not shown). Thejyheads I I,H, Hfof pistons H and H resp actively are secured in'theends of :the pi'stonsiby any suitable. means,-;si1ch as being EOI'BWFIQIQEIQ- 66 s provided with water chamber-s13, E in its walls and the wall 1B isfipoxiided' with 1 and each of them is provided with an air chamber as shown and a deflector M and M respectively.

N is a circumferential chamber in the wall of the lefthand cylinder A to act as an exhaust chamber and'is connected by a pipe N to a suitable muflier (not shown) or to the openair. I i

2 is a circumferential slot in the wall of cylinder; forming, when uncovered, a means. of communication between the interior of the cylinders and the exhaustchamher N. In the wall B between cylinders and A is cast a passage Oforming a means righthandcylinder A forming a meansof communication between the gas chamber K n and cylinder A, the lower end of the passage being in open communication with gas chamber K. and the upper end being covspark plugfQ. Both pistons H and H deered by" piston'H until it'is opened by the extreme downwardmovement of said piston, as shown in Fig. 3.

Q is a spark plug of any suitable con-- structi on.

The operation of the device illustrated is as follows: A charge having been previously introduced and compressed in explosion chamber C is fired in the usual way by the scend'under the force of the explosion until piston Hpasses' the slot N communicating with the exhaust chamber N allowingthe contents of both cylinders to exhaust into chamber N and: thence through pipe N,

' 1 The opening N between exhaust chamber relation .to the cylinders.

size and form of this; opening intoth'e ex-f.

N and the interior of the cylinders is of considerable size, and circumferential with haust chamber N, the descent of piston H uncovers a comparatively large area of the same-very'rapidly and before piston H in its descent opens'the upper end of the pas} sage O. The burnt; gases injboth cylinders therefore will escape to alarge extent into exhaust chamber N before the upper end of passage 0 is fopened. vThe compression chamber K contains air only andthisaaii' is considerably compressed by the descent. of the piston H, the check valve L closing; so

that when the upper end of passage 0 is opened, compressed air will rush through passage 0 into the righthand cylinder driving the residue of the burnt gases out of this cylinder into the other cylinder and thence into the exhaust chamber N, thus scaveng- Because of the ing or cleansing the cylinders of the burnt ases. a I The gas compression chamber K through pipe L is conn'ectedwitha suitable-carbureter containing a chargeof air mixed with" gasolene or other combustible vapor which.

is drawn in by the upper movement of pisv. ton -H'.- l/Vhen piston H" descends the pressed in chamber K until by the descent of piston H the upper end of passage B is opened, whereupon the compressed charge will pass" from the compression cha'mberK ber C. It will be observed (Fig. 3) that check valve L -closes'andthe charge is com through-passage P over deflector M of head- H into the upper part of explosion chain -so this passing of the charge fromgas .coma pression chamber K 'into the explosion chamber C is subsequent to the scavenging of the cylinders bythe air .from compression chamber K, and that theopening N into i the exhaust is already beginning to be closed by the upward movement of piston H, allowing just-a suflicient opening for any residue of burnt gases to escape, the closure of N being complete by the time the gaisg escaping from passageP reaches open ing N The total volume of the' contents of the two chambers K,'K beingequal on nearly equal to the volume capacity of the explosion chamber C,\the entireportion of the burnt gases will be expelled-into ex-i haust chamber N before-chamber C isfilled with a fresh charge, thus leaving theimixture of air orgaseous -vapor nearly or quite 100, pure. The revolution ,of, the main crankshaft Gr now carries pistons H and H up ward, drawing air and .ga's into the respective chambers K and K" through pipes L and L respectively and past check valves L and L respectively. As the pistons H andH' descend check valves L and L are closed so that the contents of chambers K and K may be compressed by the movement of the pistons as hereinbefore described. In this cycle it will be observed that there'is a power impulse at every downward or outward movement from. the explosion chamher, that at'the end of the power impulse when nearing the extreme downward motion 'ofthe pistons the exhaust from both cylinders first takes place, then a scavenging action by the air compressed in chamber K, then the closing of the exhaust and finally the introduction. and upward compression of a charge of air and vapor from a compression chamber K a iao The above mentioned results are obtained hers and the differential movement .fof pistons H and H. This differential move ment by ,whicl1' .tl1e. piston H arrives at the limit io'f'itsmotion a.little,in advance f piston H and begins its return also a litt e in advance enables theupper ends of pes- Ithroughthe use of two compression cham-= 1 sages O and I? to be uncovered'and covered alternately so as to obtain the successive actions above described. I It will be observed that there is a volume.

of air between the charge'and the burnt gases d that the pressure of the co pressed charge drives the air ahead of it and the burnt gases ahead of the air, so that if a small portion of the charge escapes into the exhaust chamber N no harm will be done. This enables the exhaust slot or port N between the cylinders and the exhaust chamber N, and the exhaust chamber itself to be made of considerable size so as to allow a complete and'thorough exhaustion of the burnt gases while. at the same time a pure mixture of air and gas is provided for compression and combustion. It will also" be observed that it is .almost' impossible ,for a backfire to occur with the construction which I have shown. At no time is there any-direct. communication between the burnt gases and the incoming charge? The air passing ,from the chamberK is .much'cooler-than 'the gases which it'expels and. hasa cooling effect upon thewalls of'theicylindera. It will also be observedthatfthelcharge which is drawn into the chamber-K comes intothis chain her at atmospheric pressure, is-considerably compressed}. the'ni discharged through the passage P and .finally. recompmesed in explosion QhBLIfibBLICi-i on;v the upward move mentcf. the piston? thereby giving a. more thorough mixture 0 be obtained irathe ordina ytwo cycle-engine.

I have shown onlyonepower unit, but

it is obvious that foruse in automobiles or motor boats and other constructions, two or more such power units as shown might be used in association togethen s-As a matterof comparison it may! besaid that three such twin cylinders used in an automobile would give the same torque as is now obtained in at-cylinder engine of the four cycle type, and atthe same time avoid the. use of valves,- cam"shafts with their gears,

cams and other parts necessary in such a.-

construction. It will also lee-observed that. because of'pistons H and H being open at the lower end and communicating directly with'the crank case, the .ordinary'method of splash lubrication may be utilized and" that through this means 'all'worki'ng parts of the engine will be sufiicientl lubricated in the easiest and most efiective manner.

Itwill further be observed that by disconnectingbolts F, .F and water outlet pipe,

E, the cover F may be readily removed,

affording easy access to the interior of the cylinders The cylinder casting itself may i be readily removed from the crank case in D as is obvious from the inspection of the wings. I have heretofore in my application theeimnd asthan ca 1 g R Letters Patent ofthe United States is:

Serial No. 571,142, filed July 9, 191(1),de-

scribed and claimed my invention broadly,

1 showing however a diiierent construction of the air and gas compression chambers,

p, means fcr supplying them with air and gas respectively, and means for controlling the passing of air and gas into the explosion chamber.

It is to be understood that the device described and claimed herein is but an alter native form of construction, illustrating the application of the same fore claimed broadly. I

I do not hereclaim my new engine broadly as the present invention .is but an .improvement on the invention already deprinciples heretoscribed and claimed in the features mentioned.

In this specification and the claims appended hereto, where Iv referto a twin cylinder I mean two cylindershaving a common combustion head and so arranged that both cylinders may be exhausted and charges introduced into both cylinders from either cylinder. Such a' twin cylinder may be of two separate castings with connecting. pistons, or in a single casting, as

shown in thesdrayvings. In such a twin. cylinder. construction the connecting-rods from the ,Working pistons are connected to the crank-shaftv at substantially the same point of the v crank-shaft revolution, and

where I refer to a common driving shaft, I mean to refer to such a construction,

.What I claim and desire to secure by explosion chamber, a compression chamber in each of said cylinders, a two diameter piston in each cylinder and a bearing for each of said pistons, the larger diameter of' each of the pistons forming one side of each of the compression chambers and the smaller diameter co-acting with the bearing. 4

3. In'an internal combustion engine the combination of a' plurality of cylinders,'an explosion chamber adjacent the eto, compression chambers, a two-diam ter piston in each ofsaid cylinders and a bearing for each of said pistons, the larger diameter of each of the pistons forming one side of each of the compression chambers and-the smaller diameter co-acting with the bearing.

4. In an internal combustion engine the combination of a crank case, twin cylinders 5. In an internal combustion engine the '-combination of a cylinder, an explosion .chamber, a compression chamber, a passage fromthe compression chamber to the explos'ion chamber, an exhaust from said explosion chamber, a two diameter piston adapted to control the opening and closing "of said passage and exhaust and a bearing for said piston, the larger diameter of the piston forming one side of the compression chamber and the smaller diameter co-acting with the bearing.

6. In'an internal combustion engine the combination of a twin cylinder, a common explosion chamber, a compression chamber 1n each cylinder, one for air and the other for the charge,apassage-from the air compression chamber into one of said cylinders, a passage from the "charge compressing chamber into saidlast named cylinder, an exhaust from the other of said cylinders, a two diameter piston in each of said cylinders and a'bearing' for each of said pistons, the larger diameter of each of the pistons forming one side of each of the compression chambers,

. and. the smaller diameter meeting with the bearing, one of said pistons controlling the passages for air and the charge and the other of said pistons controlling the exhaust.

7. In an internal combustion engine the combination of a plurality of cylinders, a common explosion chamber, a compression chamber in each of said cylinders, a two diameter piston in each of said cylinders and a bearing for each of said pistons, the

larger diameterof each of said pistons forming one side of each of said compres'i sion chambers, "and the smaller diameter; coacting with the bearing, an exhaust and passages for the admission of air and gas re said cylinders, the parts being so arranged with relation to each other that the movement of the pistons permits successively and I Y in the order named the exhaust to be opened, the burnt charge to be scavenged, the exhaust to be partially or wholly closed, and

a new charge admitted and compressed.

8. In an internal combustion engine the combination of a twin cylinder, a common explosion chamber, a compression chamber in each cylinder, a two-diameter piston in each cylinder and a bearing for each of said pistons, the larger diameter of each of said pistons forming one side of each of said compression chambers and the smaller diameter co-acting with the bearing, with means forimparting a differential movement to said pistons whereby in turn and in the order named the burnt charge may be exhausted, the cylinders scavenged, the exhaust partially or wholly closed and a new charge admitted and compressed.

' In testimony whereof I have signed this specification in the presence of two esubscribing witnesses.

" JOHN R. ROGERS. Witnesses:

DAVID S. KENNEDY,

, ARTHUR P. PAINE. 

